Internal-combustion-engine valve.



G. E. GILLBTTE. l

INTERNAL GOMBUSTION ENGINE VALVE.

APPLIOATION FILED MARLZSJ 1914.

11,132,084.i Patented Nar. 16, 1915.

@a4/fam@ l A .15 surrounding,

'25 tion at the upper end of Michigan,- have invented new and` useful Im Valves, of which'the following is a specificate..

valve extending above ithe essential saine.`

l'wwm concern Be it .known that I,

aritienof the United States, residing at Detr0it,in..the county o f Wayne, State of p rovements in Internal-Combustion-Engine tion.`

fThis invention relatesto an improved valve mechanism `for internal .combustion engines and the like; and-consists particuf larly in the .provisionof a simpleand. eficient revolving.v valve',` inthe form. of` a sleeve `or collar `at the ton operates. i There are many 'ta-ges; 'andthese detailsall depend more or ess closely upon asfollowsr. ,f [I provide a short collar valve to I it either around the cylinderl into an enlarged porthe cylinder in piston reciprocates, this colla-r piston travel and which4 the being preferably at the' topof the cylinder. "An

tion as a collar l audits placement at the up per end.l of the cylinder above the piston travel. I may or outside the cylinderhead; that is, I may either place the y collar directly l'adjacent the combustion 'chamber' at the cylinder, or Iiay place the ycollar outside the cylinder head. Ineithe'r event the fundamental operation Vand effect is the I provideV inlet and outlet ports through 'the cylinder or through the cylinder'h'ead vandfthrough the collar. These ports may be whatlterin single line ports. be what I terindouble linevports.

or may -That is," the sleeve has two ports; and the arrangement maybe' `such that one of these` sleeve ports registers wi'th one only of the cylinder ports, and thev other sleeve port with the other cylinder port only, or each 'sleeve port may register with both ports.` In the 'last case, the ports are all arranged along a single circumferential line; inthe first case the ports are arranged along two circumferential lines. These features are all clearly explained in the follow- "encuen E GILLETTL 4'or'niirieoiig moineau; f imiinanicoirisusrioinnnerivn vaiivn.-

fspeeition of Leiters'lrateiit.

I e specification and are GEQRGE F. GILLETTE, th

Fig. 2 is a section taken upper end of, and'- .the` cylinder in which pis-H F details'l of novelty in my invention, .fand many corresponding. ativanthe fundamental features. of myvalve, which mayI be brieiy explained;

'and exhaust portsl driven throughasuitable mechanism featureofthevalve is its configurathrough the collar either place the vcollar inside v thegupper end of ably larger than theA this isnot necessarily the case, so that `the cylinder shown in detail in e accompanying drawings, which,"

Figure 1 is a vertical section showing my invention embodying the double line l ports, on line 2-2 'of Fig. 1, Fig. 3 is a section similarto Fig. '1,`show' ing fa modification `of the double line'y port arrangement, Fig. 4 is a section taken as indicated byline 4`4 of Fig.- 3," Fig. 5 is I a section similar to Fig. 1 showingthe 'single line. port arrangement, 'Figi i taken on line 6.-6 of Fig. 5, Fig. 7 tion siniilaruto that: of Fig. modification of the single line` ig. .8 .is

In `the drawings, the numeral "10, Vmay designate acylinder whichmay .be of ordinary construction except as hereinafter described.

Referring particularly now to Fig's. l'1 and 2, ,it wille seen that the cated outside ahead 14:,revolving around the head 14 and within an outer valvecasing 15. The head 14 is preferably formed' integrally with the. cylinderl() and 'has' inlet is a sec- 5 showing a a section taken `on `line 8 8 of ing '15 surrounding the collar valve" 'lfha-s haust ports are llocated on 'aline-"above'the inlet ports, so that an exhaust yport 20 valve y13 will register 6 is a section arrangement,

and' 17, whilet'he 'cas` inlet and exhaust ports18'ra-nd l'The ex` Patemeaiiiaaiaiaia AppiicatignfiiedMarches,1914. seria-immette f with the exhaust ports 17 and 19 only', while the inlet port 21 through 'the'collar'valve will register with the inlet'p'ortsland 1'8 only.' The ports 16 and-17( ar preferably directly opposite each other, so asto balance the opposing pressures on the parts of the collar- 13.whieh are exposed through these ports. The exhaust ports are preferintakey ports, although exhaust will open during, a` ofy .valve travel than willthe intake; port. The two sleeve ports are preferably of the same circumferential extent, and equal to longer period bustion engines and the like. The valve 13 110 f /u-pper end. The beveled gears 27 of any number of cylinders may be driven from a common shaft 28 on top of the cylinders, and this shaft maybe driven through the medium of a cross shaft 29 from the crank shaft 30 of the engine. The pistons 11 are connected by rods 31 with the crank shaft 30 in the usual manner. Through this mechanism,

` the pistons and valves are coperated.

' In Figs. 3 and 4 I have shown my collar valve 13a arranged on the-inside of the cylinder 10, in the upper enlargement 12 thereof above the travel of the piston 11. The valve in its construction is practically similar to the valve shown in Figs. 1 and 2, and its action with regard to the piston is the same as described; with the exception that the ports are arranged somewhat differently on the valve and cylinder. The inlet and exhaust ports 21 and 20 in the valve are arranged exactly opposite each other and are of equal size; so that the pressure upon the walls of the cylinder through these port openings may be oppositelyI equalized, and so that the resultant pressure u on the collar valve may be equalized and ba anced. This y arrangement of the valve ports necessitates an arrangement of the cylinder ports 16* and 17al somewhat different from the arrangements shown in Figs. 1 and 2. TheV cylinder inlet port 16 is of the same size as the valve ports, while the exhaust ort 17 is larger and is arranged close to t e inletport. It will be lseen that the arrangement is such that, just as the valve exhaust port 20a leaves the cylinder exhaust port 17", the valve inlet port 21"L is about ready to register with the cylinder inlet port 16. yIn practice I provide an overl :of-.about two and onehalf degrees; that is, yI allow the exhaust port to travel two and one-half degrees beyond the closed position before the intake port is opened. I also proportion these ports so that the exhaust port opens before.

the end of the expansion stroke and before the beginningl of the exhaust stroke proper, being open t roughout one hundred twelve and one-half degrees of valve travel. vIhe inlet ports also remain open through more than ninety degrees travel of the valve, re-

maining open through one hundred degrees travel. In other words, the cylinder and valve intake ports are eachof fifty degrees circumferential extent.

My valve mechanism lends itself very readily to accurate arrangement of the ports and accurate opening and closing of the exhaust and intake. Once the ports are properly arranged, and the valve properly set und timed, it is practically impossible for head 14 of the cylinder, and at the i 13b arranged around the outside of cylinder head 14h ,and inside-the valve casing 15". The valve itself has inlet and. exhaust ports 21b and 20", each of which is adapted to reg. ister with the ports 16b and 17b in thehead 14b and with the ports 18b the lcasing 15b.

valve of Figs. `l and 3, making one revolution to every four revolutions of the engine crank shaft, so that a valve port passesva cylinder exhaust port or a cylinder inlet port and 19l1 through e This valve is designed to ,i travel at one-half the speed of travel .of the no further Y every two revolutions of the crank shaft. I-Ialving the speed of rotation necessitates reaicing the port sizes by one-half; accordingly the valve ports are of twenty-five degrees extent as are also the inlet ports 16t7 and 18b While the exhaust ports 17h and19" are larger, being one-half the circumferential extent ofthe ,exhaust ports 17 and 19 shown in Fig. 2. I The action of this valve is substantially the same as in the forms of Figs. 1 to 4, with the exception that each .valve port performs identical functions; that. is, each movin f valve port registerswith both of the stationary inlet and outlet ports.

In Figs. 7 and 8 I have shown another Aform of' valve with ports arranged in a. single line, the valve 13 bein arranged on the inside of the cylinder Within the enlargement 12 above the piston travel. The fports 20c and 21c in the valve and the cylinder ports 16 and 17 are arranged as in the form shown in Figs. 5 and 6. l

The valve of the forms shown in Fi s. 5 to 8 is driven at one-fourth the speed o the crank shaftO. l s

It will be seen that there are certain fundamentals underlying the different forms of valves which I herein set forth. These fundamentals include the provision of a short col.-4

lar valve at the upper end only of the cylinder, above the piston travel. The valve may be arranged either within or without the cyl-'1 inder. and the valve ports may be either of the single line or the double linearrangement. The details of driving the valve mayI -be varied without departure from my invention. Although lthe direct driving connection to the valve may be changed, I1 prefer to use a valve with an upper flange and'with 'a hollow driving sleeve above, making the valve in effect an inverted cup, the flange of which contains the valve ports. The extent of all the ports may be varied to suit requirements, to obtain longer or shorter openings, etc. I place the spark plug 45 centrally in the cylinder head and in the valve. In` the forms of Figs. l and 5 the spark plug'45 is placed directly in the head 14: hollow driving sleeve 26; in the forms of Figs. 3 and 7, I place the spark plug 45a or 45e directly in the head of the valve Within the hollow driving sleeve 26. This lacement of the spark plug makes for eicient ignition, as the incoming gases pass directly over or near the ignition points of the plug case 115.

A point to which, I particularly draW attention -is the formation of the valve With its flange forming in effect a floating head for the cylinder; this' is particularly shown in the views Where the valve is placed in an encliargement of the upper end of the cyl- I claim- V1.v In an engine, a cylinder and piston traveling therein, a cup-shaped valve seated in the end of the, cylinder beyond the piston travel therein,

Within the said valve having a head forming the end ofthe cylinder and a Aiange engaging the side Walls of the cylinder, the cylinder and flange' having registering ports.

2. In an engine, a cylinder and a piston traveling therein, a cup-shaped valve seated in the end of the cylinder beyond the piston travel therein, said valve having a head forming the end of the cylinder and a flange engaging the side Walls of the cyllnder, the Whole interior of the cup-shaped valve being directly exposed to pressure Within the cylinder, the cylinder and valve flange having ports adapted to register during rotation of the valve.

In Witness that I claim the foregoing I have hereunto subscribed my name this'21st A day of March 1914.

GEORGE F. GILLETTE. Witnesses:

-WM. J. BELKNAP, Y JAMES P. Banny.

copies of this patent may be obtained for ve cents each, by addressing the Commissioner ot Patents.

' Washington, D. Il. 

